Speed-controlling device for railway and tramway trains



Feb. 17. 1925.

E. RODOLAUSSE SPEED CONTROLLING DEVICE FOR RAILWAY AND TRAMWAY TRAINS Filed Dec. 2. 1922 3 Sheets-Sheet 1 a O WWL N E V i AT TO RNEY Feb. 1 1925. 1,527,081

E. RODOLAUSSE SPEED CONTROLLING DEVICE FOR RAILWAY AND TRAMWAY TRAINS Filed Dec. 2, 1922 a Sheets-Shet 2 INVENTOK EL o LAUSSE.

j A TORNEY.

Feb. 17. 1925. 1,527,081

' E. RODOLAUSSE SPEED CONTROLLING DEVICE FOR RAILWAY AND TRAMWAY TRATLNS Filed Dec. 2, 1922 3 Sheets-Sheet 3 INVENTOR:

. E OLAUS SE.

TTOIQTEY.

Patented Feb. 17, 1925.

tartan ELOI RODOLAUSSE, OF ST. ANTONIN, FRANCE.

SPEED-CONTROLLING DEVICE FOR Application filed. December T0 aZZ whom it may concern:

Be it known that I ELoI RODOLAUSSE, a citizen of the French liepublic, and resident of St. Antonin (Tarn and Garonne), France, have invented certain new and useful Improvemenets in Speed-Controlling Devices for Railway and Tramway Trains, of which the following is a specification.

This invention relates to improvements in or modifications of the invention set forth in the specifications of my U. S. Patent-applications No. 466432 filed May 8, 1921 and No. 563149 filed May 23, 1922.

In said specifications I have described a speed controlling device having aso-called sp eed supervising cam, held stationary as the train runs normally and released as the locomotive passes in front of a lug on the track prescribing a stopping or decrease of speed, said cam being thus moved through a complete revolution to actuate a member arranged so as to show the engineer the prescribed decrease of speed and cause the brakes to be applied and the train to be stopped should the speed not be decreased within the desired period of time.

Said cam is held in gear by the engagement of a lug made integral with the said cam with a stop lever, and thrown out of gear by the suitable swinging movement of said lever, caused either by the inflation of an air pocket or bag acting on said lever, or

by an electro-magnetattracting said lever,'

the inflation of" the air pocketand the throwing into circuit of the electro-magnet being eitected automatically as the locomotive engages the big on the track prescribing the stopping or decrease of speed.

One of my present improvements has for its object to combine with the device above mentioned an improved device for effecting the disengagement of the stop lever of the controlling cam by means of a lug on the track.

Said device comprises a cylinder, secured horizontally below the locomotive and connected by a conduit to the air pocket, the inflation of which throws the cam out of gear, said cylinder containing a spring actuated piston, the rod of which is connected to one endof a chain or other flexible operating member stretched horizontally below the locomotive seas to engage the lug on the RAILWAY AND TRAMWAY TRAINS.

2, 1922. Serial No. 604,591.

track and, by the movement of the piston in its cylinder against the action of the piston spring, produce the suction of air into said cylinder and the forcing of such air into the air pocket by the expansion of the spring, as soon as the flexible operating member has moved beyond the lug on the track, the opposite end of said flexible member being attached to a rod which is also spring actuated and adapted to be moved lengthwise in a stationary bracket, so as to produce simultaneously-sh0uld a break occur in said flexible memberthe closing of the circuit of the electro-magnet moving the stop lever of the controlling cam back to its disengaging position, and the open ing of a valve, arranged on the main conduit of the brakes, for the purpose of obtaining an admission of compressed air into a second air-pocket and the disengagement ot' the controlling cam.

Thus as the train runs normally said new device permits of said cam being disengaged each time the flexible member engages the lug on the track, through the agency of the spring actuated piston connected to said member. Moreover should a damage or break occur in said chain, it enables the cam to be permanently disengaged by means of compressed air from the brake conduit be ing admitted in said second air pocket and by the closing of the circuit of the electromagnet, both devices also functioning as the train runs normally, their action being combined with the action of the spring actuated piston.

A further object of my present invention is to provide a device which permits of speed controlling apparatus being applied to passenger trains all cars of which are provided with air brakes, as well as to goods trains having only a limited number of cars (four or five) having air brakes and running at a speed not exceeding kilometers per hour for instance.

Said improvement consists primarily in the adjunction of a second controlling cam and a device designed to enable the engineer to bring the operating lever of the controlling pointerin front of either of said cams in order to thus obtain the lowering, towards the stopping position of the controlling pointer under such conditions that it pro scribes and causes the stopping of a train running at full speed or at low speed, according to the position given by the engineer from the outside 0f the cab. tortherop;

eratinglever of the v controlling pointer. in

front of the one or the other cam.

A still further object of my preSentinyene,

tion is to provide a device designed so as to limit the speed of the train according;;to:the

pressure of the compressed air of the brakes.

In the specifications referred tov above have described devices, producing autoniaticall'yil e applicationof brakes Oftll speed becomes excessive orif tlie'engineer does not mind the stopping or decreases of speed indicated by the so;called1controlling; pointer moving-iii front of the speed pointer; the rate of movement of whicliis a functionot the speed of the train. I With said" device limiting the speedtothe pressure otthebrake air, it-may happenif the pressure in tlie-n -ain is low, thattl e train cannot be completely stopped within the prescribed distance ot'ylOOO meters.

The novel device-designed to avoid this objection by liini'tingthe speed 'of tlie train to the pressure of compressed air oi the brakes, issuch-th'at the normal stopping of a train is effective YVltlllIl-thO prescribed distance of 1000 meters notwithstanding the pressure existing 111' the-11121111 conduit of the brakes.

It has also for its obj ect to provide a second device designed to hasten or retard the automatic applicationof the brakes accord-' ing as the train runs down or up an'ineline. Both devices act directly O11-tl1Q-COI1i3I7OL ling pointer, the contact of which with the speed pointer causes the operation of "the auxiliary motive valve, andtlierefore'tlieautomatic application ofthe brakes as described in my prior patents.

In order to fl'cll'ltibt the comprehension of my inventioinlliave illustrated-the newdevices byway of example in the accompanyiiigdrawings, wherein a V Fig-'1 represents the device-for disengaging the stop lever of the controlling cani'by a lug on the track,

Fig.- 2 represents the second controlling cam and the device bringingthe operating leverof "the controlling-pointer in front of the one. or other cam according to the nature of the train.

Fig.3 is a plan view corresponding to Fig. 2.

Fig. front elevation of the device for automatically advancing or retarding the nioinentot theapplicatioirof the brakes according to V the inclination of the track, said device being representedin connection withkcertain parts ifor the supervising apparatus.v

Fig. visa fragmentary front elevation and controlling 4: is a diagram showing a sectional der 3 adapted to swing in a horizontal plane in: a double eye, 4, rigidly secured to the 'end'of saidvarm 11 a The interior of said cylinderiisconnected by -meansof *atubex5 ot' suitable cross section to: an air-pocket 6 describedin 1 my j aforesaid applications l and: serving to: produce by its inflationthe swinging-movement of: the stop. lever. 7 otrthe supervisingacam and the. r disengagementi ofu said: lever from the .:camsto'ps 7".

Arrangecbwithinsaid cylinder is a piston held," iii normal. running, in the position shownuinnthedrawings byacoil-spring 9.

-8 adapted to betmoved longitudinally andqe Thelrod 1010f: saidapistonis provided at itsi free end with ELxClOllblG eye 11 to which isiattached a chains-l2 or :othenflexiblemem ber, such asvwire-i-rope, servingzto causcvthelongitudinal movements of 'the piston i8 \Vlt-lllllut-l'le-CyllnClQT 3. against the action of" theispringfl; as "will be; explained j herein? afiter.

Said chain or other. flexible member; is

stretchecb horizontally below; the locomotive, so as to be adaptedtoengage-lugs on'th e' track On the side. of'the arm 2 ofrthe bracket,; the chain: 12is attached to a double eye :13-

secured-ta the :end of a rod 14, -ivhichxis suitably :guided- 'so "IaSltO slide in: the 1 inner. bores-15 aoffia bossg16 made I integral: with;

therarmm2; said-rod l4c-havingsashoulder: 17,1 between :whiclranol thebottom ofthe bore'15r is inserted: a spring 18, normally held UnClBFGOIDPlGSSlOD by-the pullexerted onthefiexibleconnect-ion 1.2rby the stronger spring 9 of the piston 8.

Theiborel5i is closed by means of screwan. electric circuit serving to energize theielectramagnet 21, which moves the stop.

lever 7 to free the stop 7', as the rod 14'is moved. backuby the spring 18 and saidcircuitr-completed-:by the engagementoi the shoulder lief the rod liand said fingerQO.

Also guided in said plug 19 is the stem of a valve :22 arranged so. as to normally cutoff.Etheycommunication between a conduit;281Pbranchedlon: the main air conduit of the brakes andla conduit 24 communicate:

ingwith a second air (pocket 6*, actingiunder threaded plug 19, in which is suitably :mounted*a=contact-finger 20, inserted into the same circumstances as the pocket 6 on the lever 7, said valve being opened as the rod 1% is: forced back by the spring 18 in order to put the brake conduit into communication with the air pocket 6 simultaneously with the closing of the circuit of the electro-magnet 21.

The mechanism so far described operates as follows: As the flexible member 12 engages a lug on the track prescribing a stopping or decrease of speed, said flexible member will be tensioned and causes the longitudinal movement of the piston 8 within the cylinder 3 against the action of the spring 9, said piston sucking a certain amount of air, which will then be suddenly forced into the air pocket 6, as soon as the flexible member 12 becomes disengaged from the lug on the track.

This forcing of air under the sudden expansion of the spring 9 results in the movement of the stop lever 7 from the stop 7 to free the cam.

During the expansion of the spring, the flexible member will be distended so that the rod 14 will be moved backwardly by the spring 18to open the valve 22. This arrangement therefore, provides that the stop lever of the cam will be simultaneously subject to three different actions to bring the same to its disengaging position, whereby said disengagement will be secured in an absolutely reliable manner each time the flexible member engages a lug on the track prescribing a decrease of speed or stopping, and thus the speed controlling apparatus will be operated automatically at the desired precise moment.

The device for closing the circuit of the electro-magnet- 21 as well as the device for opening the communication between the main conduit of the brakes and the second air pocket 6, will also be operated automatically through springs 9 and 15, if in normal running a break occurs in theflexible member 12, so that both devices constitute supplemental effective safety members, determining the operation of the controlling apparatus.

In Figs. 2 and 3, showing the device enabling the engineer to bring the operating lever of the supervising pointer either on the supervising cam described in my aforesaid applications or on the supplemental supervising cam, the supervising pointer 25 is carried by a pivot-pin 26 secured to a lever 27, adapted to turn around an axis 28 and which is to be moved by hand around the latter by the engineer by. means of the index 29 in order to bring the supervising pointer 25before the starting of the train-to the position corresponding to the maximum speed allowed to said train during its travel.

The index 29 arranged on the outside of the apparatus will be moved to this end by hand in front of the segment 30 divided from O to 120, and is keyed on anaxis 31 carrying a cam 32 which, acting directly on the lever 27 carrying the supervising pointer 25, therefore causes said pointer to swing and to stop in a position determined by the position of the index 29 on the scale 30.

As described in my aforesaid applications, the apparatus comprises a supervising cam 33 on which rests a lever 34 which swings freely around the axis 28 if said cam is automatically operated as described in my said applications, and engages by means of a stop screw 35 the lever 27 carrying the supervising pointer 25 and causes the latter to be lowered to the position indicating stopping.

A second supervising cam 36 is keyed on the same shaft and is separated from the cam 33 by a disc 37.

The profile of both supervising cams is determined in such a way that the supervising pointer 25 if operated by either cam 33 or 36 and the lever 34, indicates to the engineer that it is necessary to decrease the speed of the train to bring the latter to a stopping within a determinate distance, the cam 33 being utilized for trains the maximum speed of which is comprised between and 120 kilometers, whilst the cam 36 will be used for trains the maximum speed of which does not exceed 55 kilometers.

In order to permit of the lever 3 1 being brought in front of the supervising cam corresponding to the maximum speed allowed, the shaft 31 carrying the index 29 on the outside of the apparatus, may be moved longitudinally by hand in its bearings and carries said lever 34: with it.

To this end said shaft 31 is provided with a finger 38 which may be brought into engagement with a projection 39 carried by the lever 34 and arranged so that its angular rotation determined by the index 29 in the 130 direction of the arrow X raises the lever 34 above the disc 37 separating the two supervising cams and 36, the finger 38 engaging a groove in the projection 39 and moreover looking together the shaft 31 and lever P3 341-, thus transmitting to the latter the longitudinal movement imparted by hand to the index 29, thus aranging the lever 34 for co operation with either cam at will.

In order to avoid any mistake by the en- 1:0

gineer, the kilometric divisions on the stationary segment, over which the index 29 must be moved before the train starts, are arranged on two difierent planes, see Fig. 3,

one of which bears the divisions from 60 to kilometers, whilst the second plane bears the divisions from to 0 kilometers. Moreover the shaft 31 will be held in either of its two end positions of longitudinal movement by the engagement in one of the two notches 40 and 41 provided in .a stationary stop nemberl 42,. of a disc: 43, keyed on said-shaft 31 and cutawayat a suitable point of its periphery as shown atn The result of this arrangement is that if theparts are in the positions shown in -the. drawings; the. adjusting index'29 may be.v moved to-=any one of thedivisionsfiO'to 120 onthesealeofBOand thelever 34 will be in Contact with the supervising cam 83, twhichl will; thus 'actuate the supervising pointer" 25, .as previously.- describedL g If theapp-aratus is to be used foricontrolling the speed and stoppings of a train. run ning {at a speed; equal-Etc or less than 55 kilometers per-hour, the engi11eer,..in order to bring the index 29 to the inaximuinjspeed allowed, IDUSlS fiI SlJ raise saiddndex in the direction :ofthe arrowX until the notch of the disc keyedon the-shaft 31 will be brouglitinfront ofthe stationaryzstop meme ber.42. I

This position. of the indexis. determined 3 .by the engagenient ofa tooth 45 of the disc 43 "and. .said.stop meniber.

During .the raising: of the'index 29,=.the finger. integral witli. shaft 31- engages. the. groove otthe projection 39 c-arriedi by the lever. 34-, sothat thela-tter will be swung around the supporting ,axis 28 and brought abovetherim of the disc 37 separating the two supervising clamsn33 and 36,.and' thenit will be sufficient to pull-the .indeX 29 towards the outsidev in order to bring :the-lever r 34 above the second supervising ;cams36.-

Nowthe index 29 will be forward of the other planev formed: on the scale 30 and may. be movedzby rotation in'the direction of the arrow X opposite the division correspond-L ingto themaximun speed allowed, the disc 43 integral with shaft. 31. being-thenv ell-. gaged. in thesecond .notch 41-of the stop, member. 42; g

If the index .29 .niovingiin' a. direction of l thearrow X is raised-to the dotted line :posi tion in. Fig.1 2, the disc. 43 [will be -freerof the notches of the stop 42 and longitudinal movement of the shaft 34per1nitted toadjustthe lever 34 for'cooperation with the. supervising cam: 33. v

From the foregoing. it follows theta-the. new devicepermits v of the. supervising :leven being displaced from the outside'of the apparatus by simply movingthe outer,ad-' justing index so that the adjustingwill. bQ SllllPllfiBClElIlCl may be effect-edwithout any. mistake.

The device servingato advance ,01 retard the. automatic application of the brakes, according as the: .train runs. down or up. an inclineywand the device for I limiting the. speed according ,to the pressure in the brake conduits, are: represented in Figs.- 4 to 7 of the drawings,

The device limitingthe speed .of the train: according. to the pressure of I compressed. air: in theumain":conduitis composed (see 5) of a,cylinder 46.communicating, with; the. main reservoir and within which a .pistoni'4fr'i. is movable, said piston. forming an air-tight joint in the cylinder 46 andoneof its facesbeing submitted lto the pressure .of "compressed-air; whilst. the: ,op.-.

posite face is submitted to the action. of a.

spring .481

Said piston 47 is connected by=a connecting: rod 50 to a wedge-49, .niounted so. as' to slide longitudinally; and ifreelyon guid-.- ingninembers.59acarriedfby the arm 51.0f a bellcranklever,the .second...ar1n 52. of. which rest-s on. the; supervisin ;cam.. 33, the functio nof which. has been..explainedwimmy aforesaid applications A connecting rod v.54. pivotally connected at one end at 55.to th'elever QT carrying'. the supervising pointer. 25, .is. providediat its opposite end with a roller 57, constantly in contact'with the active face of the wedge 49 and .slidable in: a a groove 58 provided in the arm 5310f thebellcranklever 51,= 52,.

This arrangement operates as follows: If the pressure-in. the .brakeconduits is normal the. piston 47 will be. forced :toward the left. in the cylinder '46- until-the spring 48 balances the airpressurelsee Fig, 5.). p

In thisposition' thetwedge 49.. willalso besforced by the connectingrod 50 to the. endof it stroke towardsthe .left so that" therollen .5 7 will be in. contact..with the les's raised. portion of .saidfwedge 49.

Thus; said "roller willlbeuini'its most raised position and the lever 27 will, move the pointer 25 t0I1l1'1CllCfLtQ :the. permissive speed of 120 kilometersper hour.

If the pressure of, compressedair. decreasesthe piston..47. will be movedilin its cylinder 46 by. the spring :48 until the prese sure-:on both piston faces willbe balanced. The connectingurod.i5O causes the: correspending movement of f the wedge: 49; the

lowerface ofwhich, forn1ing..a..cam of suit able profile, forces. thewroller 57Iback and. causes the same to be lowered,slidingin thengrooxte. 58 =otleven 51. Thus thereonnecting rodfi l which .carriesthe roller 57, forces the lever 27 back; the 'loweri-ngof. which causes .the: superyising pointer 25 to be lowered, saidu pointer. then indicatinga limited .speedioi. the. train, less than kilometers Whenthe cam 5.3.(33) iis disengaged, as described in my; afiiresaidaapplic ations,.the lever 52wwhich is constantly.

in-contactqwithlsaidcam, swings and lowers itself according. to the: profile; of said s cam and carrying, the "anm .51; integral with said lever52 withiitltowardsrthe. cylinder 46-.

If theapressure in:the birakeconduits is normalysaid arm 51 will through the agency; of the roller. 5:7 and -connectingrod or link 54 force the lever 57 back, which will thus be progressively moved back to the stop position.

If on the contrary the pressure decreases in the cylinder 46, the wedge 49 moved as above described towards said cylinder, will act on the roller 57 to force the same back and lower the arm 27 and supervising pointer The movement of the wedge 49 is of course limited and the stopping thereof is determined by the position given to the piston 47 by the action of the decrease of pressure within the cylinder 46, so that said wedge will not follow the swinging movement of the lever 51, 52 caused by the movement of the cam 33.

After said cam 33 has been moved, the supervising pointer will immediately begin its downward movement; the roller 57 following the incline on said cam and being brought back to its normal position at the end of the movement of said cam.

Therefore the device above described has for its object to modify the lowering of the supervising pointer and permit of the brakes being applied almost immediately after this lowering, whereby the slow action of the brakes will produce the stopping at the point described by the signal, notwithstanding the low pressure.

The second device also serving to act on the supervising'pointer to advance or retard the automatic application of the brakes, according as the train runs down or up an incline, is represented in Figure 4.

Said device which is formed by the combination of a pendulum with a mercurylevel, comprises two reservoirs 60 and 61, connected to each other at the lower parts by a tube 62 of sufliciently small section to avoid vibrations of the locomotive influencing the level of mercury contained in both reservoirs 60, 61, and into which the lower parts of two floats 63 and 64 are. immersed. Said floats are coupled together by a rigid bar 65 parallel to the longitudinal axis of the locomotive and connected at its ends to the rods or stems 66 and 67 of said floats, said bar carrying an arm 69, secured at right angles to its central part and inclined from the front to the rear according to theposition during the travel of both floats 60 and 61 and so as to remain perpendicular to the level of mercury.

The pendulum 74 is suitably suspended from a point of the locomotive, so as to swing freely around said point and be held in its vertical position. Its swinging movements as well as the movements in opposite direction of the lever 69 are transmitted respectively to the lever 71 which swings around an a-Xis-72and is connected by a link 73 to a double wedge 79-80, the longituina inc e e ts at "wh ch an. the rollers 59 mounted in the head of the lever 51, cause the operation of the roller 57 and actuate the lever 27 carrying the supervising pointer This device operates as follows:

The parts being in the positions shown in Fig. 4, if the locomotive running in the direction of the arrow X, moves down an incline, the two reservoirs 60, 61 will be inclined according to the incline and the level of mercury will be lowered in 60 and raised in 61 so as to be in the same horizontal plane, whereby the float 63 and 64 will be correspondingly moved and the arm 69 inclined toward the right.

Of course the pendulum 74 will swing towards the left so as to remain in its vertical position and the two movements in opposite directions of the pendulum and the arm 69 transmitted to the lever 71 by the links and 7 5, cause the lever 71 to swing around the axis 72, said lever being inclined towards the right of the figure.

The end of said lever 71 which is connected to the double wedge 7980 sliding in the same way and on the same guiding members 59 as the wedge 49 carries said double wedge with it to the right, so that the inclined part of said wedge pushes the roller 57 which moves downwardly and carries the supervising pointer 25 with it through the agency of the link 54 connected to the arm 27 carrying said pointer.

As the train runs up an incline, the pendulum 74 and arm 69 will be inclined in the opposite direction, whereby the lever 71 will push the double wedge 79-80 to the left of the figure.

At a given moment of its stroke to the left, the second part 80 of the double wedge, which is connected to the first part by a spring 82 and guided by the slot 83, is stopped by a stationary lug 81; then the roller 57 is in its uppermost position and the supervising pointer indicates the maximum limit of speed of the train.

This device is completed by a swingable lever 84 which has a notch 85 engaged by a finger 86 on lever 71 and locks the whole during the nonoperation of the supervising cam 53.

As said cam is disengaged, a roller-87 carried by the toothed wheel 88 causing the rotation of said cam 33, engages lever 84, causes the same to swing and thus disengages the lever 71 which displaces the wedge 79 and brings the same to a position determined by the inclination of the track as above described.

As the wedge is held in this position during the swinging movements of the levers 51-452, the incline slides on the roller 57 so that the braking action will begin sooner. Thus this device permits of the action of the supervising cam being modified according to the inclination of thatravk, h r y the stopping of the trainunay be secured Within theregulating distance of 1000' meters.

A braking member'formed of a-jdrum'89 With longitudinal corrugations receives a rotary movement from the shaft90- of the usual governor, said movement being transmitted by pinions 91 and 92.

Said drum at regular intervals and by the action of av spring'93 willyt'rictionally engage the lower face oi the mass of the'pendulum, soas to limity'the su 'inging'movements thereof and avoid amplifications of said movements by shocks 'ofthe locomotive.

From. thev foregoing it \villbe'seenwthat the combination with the controlling apparatus forming the subject matter; of'niy aforesaid applications, ofthe devices above described, permits of an apparatus: of absolute safety being realized.

In fact, the speed oi atrain being limited automatically according to the pressure of compressed air 7 in the .main conduit ithe engineer cannot. go beyondithe speed allowed bysaid pressure andxhe may in running at a reduced spee'd'stop the tI'alITWlt'lIlD the regulating distance .of 1 000 meters.

lVith the device retarding: or advancing the moment of automatic braking of a'vtr'ain runningup or. down an incline,the. engineer is enabled, in running up .an incline; to run at full speed, the 1000 regulating metersbeing more than sufficient to-permit ofthe trainl being stopped, ifiduring the :upWard running he, meets :With a signal at Stop,

" the device retarding the contactof the :su-

pervising and speed pointers enablingthe engineer to applythe brake a little later.

On the .contraryif the train runs downan incline, the speed of'the train must be;1'e duced atthe very beginningyof the incline. As the;device advances :tlie'contacti ofthe supervising and speed pointers," the limit of speed will be; decreased and therefore the speed of the trainwill'be reduced automatically. If the train ,meets with a'sign'al at Stop -in the course ofits downward move ment, the brakingaction Will be much more forceful since the contact of theta '0 v pointers is ahnostimmediate and the train --ma-ystop Within the normal distance of IOOO-meters.

Having nowiully described-my said, in- \-'ention,;what I'claim andidesire to 'secure by Letters Patent, =is

v 1. A speed controllingapparatudfor railway trains, comprising-in combination a speed controlling cam, a- ,stop "leverforniaintainingsaid" cam in its lockedrposi-tionand means for effecting the. disengagementiof the s'aidystop 'leve'r by a lug on the track, said means comprising a compresser formed of a cylinder mounted horizontally below the locomotive; an airpocket; onthe apparatus, a ductconnecting said cylinder with said airpocket, a spring actuated; piston withinsaid cylinder; and a flexible"- member attached to "the piston and stretched below the locomotive for being engaged by said lug on the track at thepassage of the train, whereby compressed". air: --1 1'1aybe forced into said pocket 2. A;speedcontrollinggapparatusfor railway, trains comprising in combination a speed controlling cam, a stop lever for I normally maintainingisaid"cam in its locked position, means for rotating said stop lever out ofengagement Wit-hsaid cam, said means comprising a, resilient air pocket fwhich, when becoming inflated, rotates 1 said lever, a compressor cylinder for injecting air into said pocket, a spring actuated piston w'vi'thin said cylinder, a-transverse' chain at the. lOW erpart of-thelocomotiveandconnected at one ofl'itsoen-ds to the rod-of saidspring actuated piston,- with the opposite, end-iconnected to; a-springactuated rod" -slidingly disposed' within a ho1low*boss,- a plug @105- ing said boss; a-contact= fingen and avalve stem engaged v'vithin' said' plug; an electric circuit, an electromagnet inserted in said circuit below the stopdever, a 'valve: at the end of the valve stem and Iclosingnormally a conduit branched ion "the main air conduit of the brakes, and: openingrinto a" resilientair pocket beloW the stop lever, said second air pocket. operating' the stop 'lever'in the "SHIRE-11191111181flSillli firstnamed air pocket, whereby in case of ruptu-re" ofthe saidchain, the said spring actuated rod; will be moved bacltavardly; thus producing the closure of the X electriccircuit and the opening of the communication between the main conduit of the brakes and" the second: air pocket and consequently the rotary motion of the stop lever for releasing' the speed at controlling cam. i 3} A 'speedcont'rolling apparatus -for rail- =w ay-t1 a-ins, comprising a plurality ofxspeed control-ling cams, 1 having *different profiles, aqspeed controlling pointer, a controller lever; for; operating said speed controlling pointer and means operatedby the driver tonbringingsaid controlling lever in 'front ofone ot" said cams, according to t-he'speed to be permitted for the train.

at: In aspeed' controlling apparatus for --railway= trains, 1 a -device "for limiting the speed' oi' the train in accordance with the degree of pressure or the compressed air i1i-the-main conduit, comprisingaa supervising cam, a cylinder in connection \vitlrfthe niainmonduitot the brakei device,- a spring operated piston 1 tighltly .Slidable "-tv-ithin said cylinder, Wedge shaped block, A a "connect in-g"'rod* connecting the piston wvitlrsaid block,"members for guiding said 'blo'cltand carried by. one arm-ofa--bll crank lever, the second arm of 'whiclrrests' on' the-supervising cam, a connecting :rod connected at one: end with gsaid -useconcl "arm, and a roller secured at i the opposite' endof-said connecting rod and constantly in contact with the cam shaped face of said wedge, said roller sliding in a groove of said bell crank lever, whereby, according to the pres sure of the compressed air in the conduit, the said spring actuated piston assumes different positions within the cylinder, which causes the supervising pointer to rotate and be moved back from the position corresponding to highest speed down to the stop position.

5. In a. speed controlling apparatus for railway trains, a device for operating a supervising pointer in view of advancing or retarding the automatic application of the brakes, according as the train runs down or up an incline, said device comprising in combination a pendulum with mercury level composed of two reservoirs, a duct of small diameter connecting both reservoirs, a float in each of said reservoirs,

a rigid bar connecting both floats, an arm extending from said bar at right angles to its central part and inclining from the front to the rear according to the position during the travel, of both floats, a pendulum suspended on the locomotive, hinged connections between said pendulum and the arm on the said rigid bar, a double wedge, connecting links between said wedge and the pendulum on one hand, and between said wedge and the said bar on the other hand, and links having rollers mounted on the said wedge for causing the operating of the supervising pointer.

In testimony whereof I have hereunto set my hand in presence of two witnesses.

ELOI RODOLAUSSE. Witnesses FRANgOrs LENAERT, ARTHUR GHoKUR. 

